Carburetor for internal-combustion engines supplied with heavy oil



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CARBURE'I'OR FOR INTERNAL COMBUSTION ENGINES SUPPLIED WITR'HEAVY OIL Filed Nov. 11, 1925 Z Sh etS-Sheet 1 d 777. (Z. oinard muenrm ED WITH BEAVY OIL Nov. 11, 1930.

J. M. A. GOINARD CARBURETOR FOR INTERNAL COMBUSTION ENGINES SUPPLI Filed Nov. 11, 1925 2 Sheets-Sheet 2 c/ 777 0. Ga /bard WI/ENTOR 8,, 2M 4% Patented Nov. 11, 1930 QP ATENTf OFFICE JOSEPH MARIE "ARSENE GOINARD, F ST.-1\TAZAIRE, FRANCE CARBURETOR FOR INTERIdAL-COMBUSTION ENGINES SUPPLIED WITH HEAVY OIL Application filed November 11, 1925, Serial No. 68,397, and in France November 16, 1924.

With the carburetting apparatus of the known types it is impossible to employ the heavy oils, i. e. the vegetable or' mineral oils, in internal combustion engines.

5 My invention relates to a vaporizing carburetor operating by the descent of the liquid at atmospheric pressure or under pressure thus enabling the use of liquid fuel at the ordinary compression of gasoline engines.

'19 By my said apparatus, I am further enthat the carburetor comprises one or more chambers which are adapted to absorb the heat at the time of the explosion and which thus serve firstly to evaporate the fuel during the suction stroke, and secondly for the explosion at the end of the compression stroke. According to a further feature of the invention, the main body of the apparatus may comprise a fuel recipient within which the oil'will be heated before entering the explosion chamber; the vaporizing elements may comprise different advantageous arrangements of parts. Another feature resides in a particular needle valve device for regulating the amount of fuel admitted at each opening of the' valve.

Further characteristics of the invention will be setforth in the following description.

In the appended drawings which show by Way of example various embodiments of the invention, Fig. 1 is a cross section of a general form of the vaporizing carburetor mounted at the end of the cylinder to illustrate the principles of the invention.

Fig. 2 is a similar view of a vaporizing carburetor which may be substituted for a valve.

explosions the engine can be operated upon a screwthreaded tube A which is screwed into the end of the cylinder and comprises a valve seating B and a plurality of apertured partitions or. diaphragms C, for instance of aluminium which are spaced apart in such manner as to form chambers which are placed in communication with each other as well as with the cylinder E by suitably proportioned apertures. The said partitions or diaphragms may be insulated from each other by asbestos, wire gauze or any other suitable material. One of the chamb'ers contains the automatic or positively controlled valve D, and when the suction takes place the said valve connects the interior of the cylinder E with a chamber provided with a diffuser F through which are circulated the fuel and a suitable amount of air which is regulated by a throttle valve G. The oil enters through the ducts H, and the gasoline for starting purposes or for very slow speeds, through the ducts I. The opening or closing for either fuel takes place by means of needle valves connected to a rocker lever which is controlled inthe manner used for throttle valves of ordinary carburetors.

The general principle of the operation are the following:

. For starting the engine, the rocker J is actuated to open the fuel inlet. \Vhen the suction occurs, a mixture of fuel and air will pass through the diffuser F and thence into the cylinder E; said mixture explodes as in the case of the known engines. During the explosion the diaphragms C will assume the prevailing temperature, and after a few heavy oil fuel by closing ofi the petrol and, 00

traverses the diffuser F and proceeds thence opening the heavy oil feed by means of the rocker arm. When the piston descends, the oil together with air is withdrawn and tion period and it must be noticed that nocracking takes place, i. e. there is no dissociation offthe chemical elements of the oil.

During the compression stroke and at the end of this stroke, the high temperature of the said diaphragms will produce the ignition, and this now dispenses with the use of electric ignition by magneto or like means.

In the device shown in Fig. 2, the vaporizing carburetor is constructed in such manner that it may be substituted for the suc-' tion or exhaust valve plug.- The apparatus consists of a plug 1 adapted to be screwed 'upon the cylinder and into which is screwed the carburetor body 2; within-the said body is provided a chamber 3 which serves as a fuel recipient and comprises the wings or flanges 4 whereby the heat absorbed by the apparatus as a whole will be transmitted to the innermost portions of the liquid.

The said carburetor body is closed ,at the top by a plug 5 into which is screwed the coupling piece'6 for the supply of the heavy as oil. At the bottom of said chamber is mounted the screw plug 7 below which is the cylindrical chamber 8. At the lower part of the latter is a seating for the valve 9 whose stem 11 is guided in the socket 12 apertured at 13 and resting on a shoulder in the said main body of the carburetor; at the top of the said stem'is mounted the needle 14 adapted to close'the' duct 15 in the plug 7; said needle and'the valve 9 are kept closed at the same time by the spring 16 which abuts respectively against the socket 12 and the nut 17 the latter can be held at any point on the'.valve stem by the lock nut 18, and due to its special tapered form'it acts as a diffuser. The ducts 19 traverse the main bodyof the apparatus and serve to supply; additional air to the' chamber The duct 15 in the plug 7 communicates .with a conduit of larger diameter 21 in which is engaged a cylindrical rod 22, which latter is traversed fdr the whole length by a conduit 23 said rod endsat the bottom in the needle 24 and is connected at the top with achamber of larger diameter 25 communicating with the petrol feed conduit 26;

at the end of the latter is the needle 27.

The said conduit is hollow as far asthe ap-er ture 28 from which the liquid is discharged. Due to the flat parts 29 onthe said rod, the

liquid is enabled to flow from the chamber 3 into the chamber 21. The rod 22 is held in'the position shown in the figure by a spring 30 which abuts respectively against the gland 31 of the stufii'ng box 32, and the washer 33 which is secured to the valve stem by the pins 34. The said valve stem is controlled, concurrently with the admission of air tothe engine, by the cam 35 pivoted on the axis 36.

The flange 37 is held againstthe main body by the shoulder 38 of the plug 1. By means of the diametrically opposite attaching points 39, the said flange supports the vaporizing device 41 which comprises a chamber whose bottom surface is striated and which is externally slotted at 43. The heavy oil is vaporized in the said chamber and can be discharged into the engine cylinder through the orifices {14.

. The operation is as follows:

As set forth in a foregoing paragraph'describing the general principle of the operation of the apparatus the supply of gasoline and of heavy oil through the conduits 26 and the passages provided between the tapered end of the rod 22 and the upper end of the conduit 15 is controlled by a common lever.

To start the engine, the said rod 22 is given the position shown in Fig. 2; the valve 'or the like adapted to control the gasoline supply is then opened and the oil supply controlling means is closed off. The gasoline will fill up the conduits 23 and 15 and since the oil tank is cut oif and the chamber 3 contains no air, the oil in the'chamber cannot flow out. 1

At each suction stroke, the valve 9 descends,'together with the needle 14 The petrol is thus discharged, and it will be atomized upon the diffusing nut 17 around which there is provided a supply of air through the orifices 19. The mixture of petrol and air traverses the valve 9 and is stirred up within the cylinder together with the air which is supplied in the known manner.

After the engine has operated in this manner for one or two minutes, the apparatus becomes sufiiciently heated for the transfer to heavy oil fuel, and the control lever is now operated so as to .close off the gasoline tank, to'open the oil tank, and to raise the rod 22 concurrently with the opening of the main 'air inlet. This stops the gasoline feed and the .oilwhich has been highly heated and becomes quite fiuidis discharged through the apertures 29 and the conduit. During each suction stroke, the oil before it enters through the valve 9 is caused to break up on the"'difi'user 17 and is mingled with the air entering through theorifices 19. Since the passage between the diifuser and the walls of the chamber 8 is quite narrow, the mixture is maintained in contact with these Very'hot iao walls, and the carburat ion takes place in an approved manner. On its passage through the valve 9, the said mixture becomes somewhat cooled,'and falls upon the bottom 42 of the vaporizing device, at which point it ecomes entirely converted-into gas.

The resulting gas is circulated through the orifices 44 and is mingled with the air entering through the suction valve of the engine. This new mixture will explode at the end of the compression stroke either by an electric spark, or spontaneously under the effect of the high temperature of the vaporizing device, according to the construction of the latter.

-The carburetor above described may be variously modified. In particular. (Fig. 3) the rod 22 may have at the top a needle 45 so that when in the upper position it will close the gasoline inlet. In the lower position of the said rod, the-gasoline enters the conduit 23 through the orifices 46, and a packing member'47 prevents-all leakage of the fuel along the said rod.

- Furthermore, the valve stem (Fig. 1) may consist of two parts 11 and 11 in telescoping disposition, said parts being assembled by means of, a pin 48 entering a recess of larger diameter 49; a spring 50 is disposed in the end of the female part 11. This ar' rangement assures a slight play between the said parts so that the valve 9 and the needlevalve 14 will be closed atthe same time even though the said valves or their seats should become somewhat worn by reason of expansion due to heat.

I may further improve the said diffuser so that the speed of the engine may be properly reduced, and for this purpose I give the chamber 8 a tapered shape which is the inverse of the shape of the diffuser 17. The shape of the tapered part 52 is such that it will assure a more approved regulation of the fuel spraying; herein the device will not be entirely closed, but a micrometric orifice is provided.

-As shown in Fig. 5, the diffusing nut may be so improved as to provide for the desired slow speed operation of the engine, and to this end I give the chamber 8 a tapered shape which is the inverse of the shape-of the cliffuser 17. J The outline of the tapered part 52 is suchthat the atomizing can be better regulated, while at the same time the device is not completely closed but a micrometric orifice isstill provided.

The said diffusing riut may comprise (Fig. 6) a raised flan e forming a trough 53 whereby the liquid Wlll be broken up in a more approved mannerby reason of the zigzag path of its,circulation, and the atomizing will thus be better obtained.

The combustion and much improved by the following arrange ments. 1 heat to the maximum degree the the efficiency can be' air entering through the engine valve as well as the additional air supply through 19, by placing the air suction conduits in the 8X? haust gas or in the hot water circulation. The said hot air may serve for an increased feeding or compression in the-engine. Hot air under pressure may serve for the supply at the inlets for the additional air.

Obviously, the said apparatus is susceptible of other various constructional modifications without departing from the spirit of the in vention.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. A vaporizing carburetor for an internal combustion engine having an inlet tube for lighter fuel, a chamber surrounding said inlet tube for receiving heavier fuel, a passage common to both fuels in the bottom of said chamber, means whereby communication is afforded between the end of said passage opposite the end adjacent said chamber and the cylinder, the inlet tube being adapted to abut against the inlet end of said passage to close the admission of heavier fuel and means whereby said tubeis moved axially.

2. A vaporizing carburetor for an internal combustion engine having an inlet tube for lighter fuel, a chamber surrounding said inlet tube for receiving heavier fuel, a passage common to both fuels in the bottom of said chamber, means whereby communication 1s afforded between the end of said passage opposite the end adjacent said chamber and the cylinder, the inlet tube being adapted to abut against the'inlet end of said passage to close the admission of heavier fuel and means whereby said tube is moved axially a stationary rod above said inlet tube for lighter fuel having a tapered end which closes the ad mission of lighter fuel when the said inlet tube is in its upward position.

3. A vaporizing carburetor for an internal combustion engine having an inlet tube for lighter fuel, a chamber surrounding said inlet tube for receiving heavier fuel and projections within said heavier fuelchamber for transmitting the heat from the cylinder through the mass of heavier fuel, a passage common to both fuels in the bottom of said chamber, means whereby communication if afforded between the end of said passage opposite the end adjacent said chamber and the cylinder, the inlet tubebeing adapted to abut against the inlet end of said passage to close the admission of heavier fuel and means chamber through said passage, means controlled by the suction in the cylinder and wherebycommunication-is afforded between said diffusing chamber and the cylinder, sub-- stantially long air inlet tubes connecting said difi'us'ing chamber with the atmosphere and directed substantially in the direction of flow I the suction in the cylinder for connecting said common chamber with the cylinder.

In testimony whereof I have signed my name'to this specification.

JOSEPH MARIE ARSENE GOINARD.

of th'e fuel, said air inlet tubes opening into I said diffusing chamber upstream the point of admission of the fuel into the diffusing chamber. v

5. A carburetor for internal combustion engines comprising in combination a fuel chamber for receiving the fuel to be supplied to the engine, a passage'at the bottom of said chamber, a diffusing chamber extending into the cylinder and communicating with said fuel chamber through said passage adjustable diffusing means within said difiusing chamber, means controlled by the suction in I the cylinder and whereb communication is afforded between said di using chamber and the cylinder, substantially long air inlet tubes connecting said diffusing chamber with the atmosphere and directed substantially in the direction of'flow of the fuel, said air inlet tubes opening into said diffusing chamber upstream the point of admission of the fuel into the diffusing chamber.

I 6. A carburetor for internal combustion engines comprising in combination a fuel chamber for receiving the fuel to be supplied to the, engine, a passage at the bottom of said chamber, a diffusing chamber extending into the cylinder and communicating with said fuel chamber through said passage a rod with a tapered end 'yieldingly' fu'els adapted to receive the flow of lighter I fuel and in communication with said heavier fuel chamber,'a member adapted to be moved axially and when moved in one direction to out oi? the "communicationbetween said chambers and allow the supply of fuel through said tube and when moved in the opposite direcfion'to aiford communication between said chambers and cut ofl? the supply of fuel through the tube, an intermediate position of said member allowing the simultaneous supply-of both fuels,an d means controlled by 

